Vent-valve for automatic train-stops.



H. G. SEDGWIGK;

VENT VALVE FOB AUTOMATIC TRAIN BTOPS.

APPLICATTOI FILED JUNE 29, 1907.

Patented Oct. 6, 1908.

Sez

Marin, State of California,

UNITED sTATEs PATENT oEEioE.

To all 'whom it may concern.'

Be it known that I, HIRAM G. SEnowIcK, a citizen of the United and. aresident of Mill Valley,

have uiveiited certain new and' useful Improvements -in Vent-Valves rorAiitomaticTrain-Stops, ofl

which the ollowin .isa full and clear specific-ation, referenced" einghad to the accompanying drawings, in wliich- Filggure 1 is a verticalsectional view of a snita le clockwork motor provided with my invention;Fig. 2 a vertical section en the line 2 2 of Fig. l; and Fig. 3 averticalsection on the line 3 3 of Fig. 1.

This invention has reference to that class 'of vent valves for automatictrain-stopping systems covered b v my formerpatents No. 757,571, datedApril 19,y 1904, and No. 794,320, dated July 11. 1905, in which suitableautomatic mechanism is provided for venting the 'train-pipe and applyingthe brakes, this mechanism being adapted to be set in motion by suitablemeans on the roadbed The object of the present invent-ion is to provideabsolultely against an emergency ap plication of the brakes and alsoinsure a fullI and complete quick-actioii 'i i plication of the brakeswhatever be the ngth of the train with but a single operation of thevent valve, as more fully hereinafter set forth.

Referring to the. drawings by reference characters, a designates aportion of the train-pipe of the air-brake mechanism which isl connectedto a valve chest b4 havin an outlet port c, this port being controlled ya circular rotatable valve c` which is attached to the shaft e of asuitable clockwork motor. This valve d is provided with an elongatedport d circular in form and concentric with the shaft e, the forwardend-portion d of this port being abruptly narrowed down to a. slit whilethe main portion of the port is sufliciently wide-to entirely uncoverthe escape port c when it passes over said escape port inthe rotation ofthe valve.

On the shaft e is mounted acani f, this cam bein so shaped that at apredetermined point in t e rotation of the shaft it will bear against; abrakelever g and cause said lever to press upon the peripher motor,preferably the shaft carrying the fan Any suitable devices ma be'employed forstopping and. starting t e clock mech- Bpecleation ofLettersPatent'. Application med June 29, 1907. `sei-iai 110.381,46?,

States of America, county ofof the brake wheel l; mounted on one of t eshafts of the` Patented Oct. 6, '1908.' i

trically when the brushes or other current-.1

collectors on the locomotive connected. These devices consistessentially.. of a vertical gravitating rod l carrying an arm m adaptedwhen the rod is down to en'- Agage t-he fan andst-op themotor. IThis rodl rests upon the cam o mounted on the shaft e' and it is lifted by anarmaturej which armature carries one ofa pair of contacts hf and islifted b va magnet d which magnet is energized w en 4the brushes on thelocomotive are electrically connectedythe arma ture beingheld u untilthe circuitis broken by the passage o the metal connecting plate p of apair of cont-act fingers e', said contact 75 plate being insulatedlycarried on the shaft e.

The cam 0 provides for holding up. the rod Z awa 'from the fan after thearmature' lever is cropped through the breaking of its circuit and untilan entire revolution of the valve shaft e is obtained;.when a fullArevolution is obtained the rod Z drops oll the shoulder ofthe cam andstops thefan.

It will be observed that when the motor is released the valve will begiven 'a single 85 rotation in the direction of the arrow shown in Fig.3. The slit or narrow portion of the valve port will first pass over andpartially uncover the escape port and then the wider lportion willwholly uncover. The cam f will be'so designed that at the instant thewider port-ion of the pol't reaches Athe escape port the cani will pressupon the brake lever and instantly slow down the Amechanism so thatduring tlie remaining movement of the valve it will move slower thanduring the initial movement. In other words the ,cam and brake lever areso arranged and shiped.v that any desired differential movement of thevalve can be obtained so as to thereby provide' for applying the brakesin' a manner as nearly as ossible similar to a perfect manualapplication of the brakes through the medium of theengineers controlvalve. 'ith the construction shown the narrow 105. forward end of thevalve port willbe caused toquickly move across the escape port and thusobtain the desired reduction in train pipe pressure to set all thetriple valves but this reduction will only be suflicient, say fiveounds, togive a service application `o f` the rakes as distinguished.from an emergency are electrically anism. One-'suitable arrangementisshown momenti@ me es application, which latter is impossible with thisapparatus and is to be avpided, as 1s well known, by reason of theinJurious consequences to'the rolling stock of such an application ofthe brakes. l

' By varying the length, and width of'the narrowed portion of this. portany desired. preliminary reduction in pressure can be obtained, and Whenthis preliminary application of the brakes is Aobtained the valve isslowed down while the wider portion-of the port passes over the outletand thus a full reduction in preureI is obtained. The slowing down ofthe valve insures a full application of the brakes with a singlerotation of the valve. As is obvious, by va ing the shape of the cam anreduction in t e speed.

of the rotation of t ,e valve can be secured so that it will be a simplematter to adapt the apparatus for use on trains of any length.V Forinstance, on the large freight engines which are employed for haulingvery long freight trains employing a great many feet of train-pipe andmany triple valves the cam will be so vshaped as to obtain a vei'yl slowmovement 'of the valve, so that even with trains of the greatest length.a single rotation of .the valve will cause a coin- -plete or fullapplication of the -brakes throughout the train. I contemplate em,

pel/oying either an adjustable cam whichI may readily varied as to le hof operating face or a series of removab e cams any one of which may beplaced on the shaft as may be required by motive usual y hauls. It isobviousalso .that the cam maybe variously shaped inv order to obtain any`desired vdifferential movementof the valve.

Havin lthus fully described my invention, what I c aim -as new anddesire to secure by Letters Patent is i- 1. In combination'V with atrain-pipe, of a vent-.valve therefor and a motor for operating saidvent-valve, this motor embodyin means for givin to the valve adiierentia movement, where y a quick preliminary artil'reduction and asubsequent full action of the valve.

2. In 'combination with a train-pipe and air-brake system, a vent-valvetherefor hav-V ing an -elongatede'ort whose forward end is abruptlynarrow and a di'erential motor mechanism for 'said valve, for thepurpose set forth.

3. In combination.' with a train-pipe and air-brake system, a vent-valvetherefor having anl elongated sort, whose forward end is.

abruptly narrow and a differential motor mechanism for said valve, saidmotormechquick movement 'and a Asuent slower sssdrth. afin combinationVwith .a train-pipe of an the numbery of cars the loco-y uc .tion ofpressure is obtained with but a single each actuation and then stoppingit; said.

mechanism embodying automatic braking means for retardin u valve dui-ina portion of its stroke.

6. In com ination with a train'pipe of an air-brake system, of avent-valve therefor circular in shape and providedy with a circular porthaving its forward end narrowed whereby the actuation of the valve willpermit a preliminary partial reduction of pressure, and mechanism forautomatically rotating this valve quickly during the time the narrowedortion is in action and at a slower speed whi e the widerportion is inaction.

7. In a train stopping apparatus, the combination of an electricalcircuit whose terminals are connected respectively to current collectorson the locomotive, a magnet in this circuit, an armature for thismagnet, a shunt circuit including this armature and' adapted to closewhen the armature is attracted, and motor mechanism automatically breathe shunt circuit,`for the purpose set forth.

8. In'an apparatus of the class set forth, a main circuit on lthelocomotive whose terminals are connected respectively to currentcollectors on thelocoomtive, a ma et and separable contacts in thiscircuit, a unt cir cuit including .an armature adapted to be attractedby lsaid magnet and close the shunt circuit, and motor mechanism adaptedto be released by the closing of the shunt circuit the movement of the9. In' combination with la locomotive, of a mec anism adapted toactiiateY the train bra and signaling devices and to be released ytheattraction of said armature,

and electrical means for maintaining energization of the magnet afterthe main circuit is broken on the'roadbed,jwhereby the motor mechanism'vwill continue to-o rate after the min .cima is thus broken @ple mdbed.

v 10. .In combination with a locomotive cai'A` .amsmbeing constructed-wgive an initial said circuit, motor. foro

